Pneumatically actuated valve for internal combustion engines

ABSTRACT

A pneumatically actuated valve assembly for use as intake and/or exhaust valves on two- or four-stroke internal combustion engines. The assembly includes a valve ( 100 ), valve housing ( 200 ), and compressed gas distribution and timing mechanisms ( FIGS. 5-8 ). The valve ( 100 ) is comprised of a short light weight hollow cylindrical body with a capped lower end and an opened upper end. The valve is further defined by a plurality of ports ( 104 ) adjacent to the lower end and a collar ( 198 ) encircling the body adjacent the upper end. The valve housing ( 200 ) is hollow and tubular having a larger diameter upper section and a smaller diameter lower section in which the valve ( 100 ) slides up to close and down to open. The housing ( 200 ) further includes hollow channels which direct compressed gas, managed by the distribution and timing mechanism, alternately towards the areas above and below the valve collar at regular intervals to open and close the valve, respectively.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is related to U.S. Pat. No. 6,349,691 issued onFeb. 26, 2002 for an “Automatic, Pressure Responsive Air Intake Valvefor Internal Combustion Engine”. It is further related to U.S.Provisional Patent Application No. 60/444,532 for an Energy EfficientIntake Valve Assembly filed on Jan. 31, 2003.

TECHNICAL FIELD

The present invention relates to a valve and, more particularly, to apneumatically actuated valve for use as an intake and/or exhaust valveon either a two- or four-stroke internal combustion engine.

BACKGROUND ART

Generally, four stroke internal combustion engines utilized valves toallow exhaust to leave the working (combustion) chamber of the enginecylinder after the combustion stroke, as well as to allow a new aircharge to enter the cylinder to begin the cycle anew during the intakestroke. Two stroke internal combustion engines on the other hand mayutilize valves for both intake and exhaust or a valve for intake and aport for exhaust. Such valves have traditionally been invariablyactuated by a cam affixed to a shaft (the cam shaft), or alternativelyby an electromagnetic or hydraulic device.

It would be greatly advantageous to provide another more efficient wayto actuate valve reciprocation on internal combustion engines. Valveswhich rely on a cam shaft usually require heavy springs and a largenumber of other moving parts that absorb a large amount of energy andcreate a great deal of friction. Additionally, such systems arerelatively expensive to operate.

U.S. Pat. No. 6,349,691 to Klein (one of the inventors named herein)describes a partial solution in the form of a valve for air intake. Thevalve is responsive to pressure differential between the manifold andcombustion chamber. Specifically, the valve closes in response to theincrease in pressure in the cylinder as the piston rises (after passingbottom dead center and approaching the top of the cylinder).Unfortunately, a problem with this intake valve assembly is that inertiaand, to a lesser extent friction, retards the valve's speedy closure,thus negatively affecting engine performance.

Therefore, it would be advantageous to provide an externally regulatedpressure actuated valve system.

The present inventors have also filed U.S. patent application Ser. No.10/449,754 on May 30, 2003, which introduces a system of using a springto accelerate the valve closing, and a means to vary non-cyclically thebase force of the spring so that the proper amount of spring force canbe used under varying conditions of engine speed and load. While thisvariable spring force intake valve system is reliable, it still presentsa lingering concern. Specifically, when the spring force is adjusted(i.e. during a regime of higher engine speed) the period of time duringwhich the valve is open to allow ventilation is shortened. Thus, aninsufficient amount of intake air enters the cylinders, negativelyeffecting engine performance.

Additionally, the present inventors have filed a U.S. Provisional PatentApplication No. 60/444,532 on Jan. 31, 2003, which introduced anothermore energy efficient intake valve assembly. The provisional patentapplication disclosed both a unique compressed air actuated intake valvesystem (either wholly air operated or spring-assisted) and a unique airdistribution system using a single air source for actuating the intakevalve. The valve is short and lightweight, having collar. The valve sitsin a housing atop an engine cylinder and is connected to the airdistribution system. Compressed air is either directed over the top ofthe valve forcing it downward and open or into a hollow chamber withinthe valve housing where the compressed-air applies pressure under thevalve collar, forcing the valve upward and closed. The disclosed airdistribution system uses a rotating disk assembly with air outlets todirect airflow as necessary to raise and lower the valve. While thevalve assembly disclosed in this provisional patent application issound, there is a slight disadvantage associated with this airdistribution system. Namely, the air distribution system, as disclosed,requires lubrication for the rotating disks and upon heating thepresently available lubrications may release unwanted and harmfulhydrocarbons into the atmosphere. Additionally, the valve wasillustrated for use only as an intake valve, not as either an intake orexhaust valve.

It would be advantageous over the prior art to provide a whollyforced-air actuated valve system, using one or multiple air sources,operable on either a four stroke or a two stroke internal combustionengine, to open and/or close intake and/or exhaust valves. It would alsobe advantageous to provide a system for efficiently regulating thetiming of the valve open/close (reciprocation) cycle relative to theengine speed. It would further be advantageous to provide such a systemthat does not require the use of lubricants that may release harmfulby-products into the environment.

DISCLOSURE OF INVENTION

The present invention is a wholly pneumatically actuated valve assemblyincluding a valve, a valve housing, and a compressed-air or other gasdistribution and timing mechanism. The valve assembly is similar to thesliding valve assembly, described in U.S. Pat. No. 6,349,691, havingbeen modified and improved such that it is able to accommodateforced-air actuated reciprocation. Specifically, the valve is comprisedof a relatively short and low mass hollow cylindrical body with an upperand lower end. Encircling and either attached to or formed as anintegral part of the hollow cylindrical body towards the upper end is acollar. The upper end of the cylindrical body is opened. The lower endof the hollow cylindrical body includes a plurality of ports (i.e.elliptical ports) along the circumference and an endplate or cap closingthe lower end of the hollow cylindrical body. The lower end of thecylinder is slightly flared (i.e. 45 degree angle) to form a valve seat.The valve is positioned in a hollow tubular housing that creates apassage through the engine's cylinder head to the combustion chamber.Sliding the valve up and down within the housing closes and opens thevalve, respectively. The housing has two inner sections with differingdiameters, a smaller diameter lower section adjacent to a largerdiameter upper section. The smaller diameter lower section of thehousing is nearest of the combustion chamber and its diameter is suchthat it accommodates with minimal clearance the sliding movement of thevalve body. The larger diameter upper section is nearest the outersurface of the engine and its diameter is such that it accommodates withminimal clearance the sliding of the valve collar. The adjacent positionof the differing diameter housing sections necessarily creates a shelfthat limits the downward motion of the valve.

Additionally, the valve housing may be configured with a housing capattached to the upper section of the housing adjacent the outer surfaceof the engine. This cap covers the collar but not the open upper end ofthe hollow cylindrical body.

The valve is actuated by directing forced air towards one or moreactuation areas, relative to the valve collar to force the valve toslide up or down. For valve assemblies in which compressed air is usedonly to close the valve, there is one actuation area beneath the valvecollar. If compressed air is used to both open and close the valve,there are two actuation areas, one above and one below the valve collar.In both embodiments, the valve housing contains a hollow air feedchannel with one end connected to a forced air source and the other endopening into the valve seat beneath the valve collar. Thus, the valve,particularly the underside of the valve collar, is exposed to thechannel. For valves with two actuation areas, the housing cap furthercomprises a hollow air feed channel with one end connected to a forcedair source and the other end opening into the valve seat above the valvecollar. Thus, the valve, particularly the top of the valve collar, isexposed to the hollow channel. Forced air alternately directed intothese hollow air feed channels will close and open the valve,respectively.

Compressed air, either from a single or multiple sources, is manifoldedto the hollow air feed channels. Forced air distribution and timingmechanisms are used to regulate forced air flow into the hollow air feedchannels in order to actuate and control valve reciprocation.

Alternative embodiments, utilize a vacuum in the area under the valvecollar in order to slide the valve downward and open in conjunction withcompressed air forced under the valve collar to slide the valve upwardand closed.

In the preferred embodiment of the present invention anelectro-mechanical valve assembly regulated by a programmable controlleris used as the forced air distribution and timing mechanism. In anotherembodiment a rotational disk assembly secured within an air inputmanifold is used to regulate distribution and timing of forced air flow.

BRIEF DESCRIPTION OF THE DRAWINGS

Other objects, features, and advantages of the present invention willbecome more apparent from the following detailed description of thepreferred embodiments and certain modifications thereof when takentogether with the accompanying drawings in which:

FIG. 1 illustrates the structural features of an exemplary compressedair actuated valve of the present invention.

FIGS. 2A and 2B illustrate the valve of FIG. 1 as positioned in thevalve housing in the closed and open positions, respectively.

FIG. 3 is an illustration of a two-stroke internal combustion engineemploying the valve and valve housing of FIG. 1 as an air intake valve.FIG. 3 further illustrates a rotational disk assembly secured within anair input manifold to regulate forced air distribution and timing.

FIG. 4 is an illustration of a four-stroke internal combustion engineemploying the present invention for both intake and exhaust valves. FIG.4 further illustrates an electro-mechanical valve assembly regulated bya programmable controller to regulate forced air distribution andtiming.

FIGS. 5-8 are operational diagrams illustrating exemplary embodiments ofan electro-mechanical valve assembly used to regulate forced airdistribution and timing.

FIG. 9 is an exploded illustration of one embodiment of a rotationaldisk assembly as shown in FIG. 3 for regulating forced air distributionand timing.

BEST MODE(S) FOR CARRYING OUT THE INVENTION

The present invention is a pneumatically actuated valve assembly for useas exhaust and/or intake valve on either two- or four-stroke internalcombustion engines, inclusive of the pneumatically actuated valveitself, plus forced air distribution and timing mechanisms forcontrolling the valve. While the assembly is described herein as beingpneumatically actuated by means of forced or compressed air, one skilledin the art will recognize that other pressurized gases may be suitablefor actuating the valve of the present invention.

FIG. 1 depicts the structural features of an exemplary pneumaticallyactuated valve 100 for use with internal combustion engines according tothe present invention. The pneumatically actuated valve assemblygenerally includes a valve 100, a valve housing 200 and an airdistribution and timing mechanism 300 (to be described with reference toFIG. 3). The various components are described in more detail as follows.

Valve 100 and Valve Housing 200

The valve 100 includes a hollow, cylindrical body 150 with an upper end199 and a lower end 101. The lower end 101 is capped by an endplate 102forming a valve seat 103 that conforms to an annular groove in thehousing 200. For example, the valve seat 103 may have a slightly angled(45 degree) surface that mates with a conforming angled surface 208 ofthe groove (See FIG. 2B) on the housing 200 when the valve 100 is in theclosed (up) position. The upper end 199 is open (aperture 195). The body150 is further defined by a plurality of ports 104 around itscircumference adjacent the valve foot 103. Additionally, a collar 198encircles and is attached to or formed as an integral part of the body150 above the ports 104 at or near the upper end 199. This collar 198resembles a flat round washer and may include a tubular parapet 197.

FIGS. 2A and 2B illustrate the valve of FIG. 1 as seated in the valvehousing 200 in the closed and open positions, respectively. The valve100 is sits in a hollow tubular housing 200 having two adjacent innersections with differing diameters, a smaller diameter lower section 201and a larger diameter upper section 202.

FIG. 3 illustrates the valve 100 and valve housing 200 of FIGS. 1-2 asan air intake valve in the context of a two-stroke internal combustionwith a regulated forced air distribution and timing mechanism. FIG. 4illustrates the valve 100 and valve housing 200 of FIGS. 1-2 as both airintake and exhaust valves in the context of a four-stroke internalcombustion engine.

With combined reference to FIGS. 1-4, the housing 200 creates a passagein the engine's cylinder head from the outer surface of the enginethrough to the combustion chamber (See FIGS. 3 and 4). The valve 100sliding up and down in the housing 200 closes and opens the valveassembly, respectively. Specifically, sliding the valve down causesports 104 to open into the combustion chamber creating a channel(defined by ports 104, hollow body 150 and aperture 195) through whichgases may pass either into or out of the combustion chamber, dependingupon valve function. Thus, an open intake valve assembly as seen in FIG.3 allows air and fuel to pass into aperture 195 through the hollowcylindrical body 150 and out the ports 104. An open exhaust valve 100 bas seen in FIG. 4 allows exhaust gases to leave the combustion chamberof the engine through the ports 104 into hollow cylindrical body 150 andinto the engine exhaust system (not shown).

The length of valve 100 is relatively short and wide, compared toconventional internal combustion engine valves which require long thinbodies. The valve length is approximately equal to the thickness of theengine cylinder head in which it is seated. The wide cylindrical body150 of the present valve 100 makes the valve less likely to suffer theeffects of wear and tear as compared to conventional valves.

As discussed above, the hollow housing 200 is defined by an annulargroove that receives the valve seat 103. The groove may be an angledsurface 208 in the housing 200 that opens into the combustion chamber.This angled groove surface 208 mates with valve seat 103 to ensure thatno gases pass into or out of the combustion chamber when the valve 100is closed. The hollow tubular housing 200 is defined by a smallerdiameter section 201 adjacent to a larger diameter section 202. Thesmaller diameter section 201 is sized to accommodate the valve body 150with some clearance. The larger diameter section 202 is sized toaccommodate the valve collar 198 with some clearance. The adjacentpositioning of the two sections (201 and 202) creates a shelf 210 whichlimits downward motion of the valve, and on which the collar 198 restswhen the valve 100 is in the open (down) position.

The embodiment shown in FIGS. 2 a, 2 b and 4 employs a housing cap 218attached to the larger diameter section 202 adjacent to the outersurface of the valve cylinder wall. The housing cap 218 covers theexposed valve collar 198 without covering the open end 195 and withoutimpacting intake or exhaust air flow. The housing cap 218 contains ahollow air feed channel 209 with one end connected to a forced airsource and the other end opening the area 204 above the valve collar198. Thus, the valve 100, particularly the top of the valve collar 198,is exposed to the hollow channel 209. When the valve 100 is closed,forced air directed into the housing cap air feed channel 209 exertspressure on to the top of the valve collar 198 and forces the closedvalve 100 downward and open.

The above-described two-section housing configuration is importanttoward actuating the valve pneumatically. When the valve 100 is in theup position (FIG. 2A) a hollow area 203 is created beneath the collar198 and shelf 210. When the valve 100 is in the down position (FIG. 2B)a hollow area 204 is created between the collar 198 and the cap 218.

The valve 100 is actuated by directing forced air into one the“actuation areas” above and/or below the valve collar 198 to force thevalve 100 to slide up or down. For valve assemblies in which forced airis used only to close the valve, there is one actuation area beneath thevalve collar 198. If compressed air is used to both open and close thevalve 100, there are two actuation areas, one above and one below thevalve collar 198. In both embodiments, the valve housing 200 contains ahollow air feed channel 207 with one end connected to a forced airsource and the other end opening into the shelf 210 beneath the valvecollar 198. Thus, the valve 100, particularly the underside of the valvecollar 198, is exposed to the channel 207. When the valve is in the openposition (100, FIG. 2B), forced air directed into the housing air feedchannel 207 exerts pressure to the underside of the valve collar 198,causing the valve 100 to move upward and closed.

For valves 100 with that use forced air to both open and close thevalve, the valve housing 200 need not be configured with the housing cap218 as in FIGS. 2 a, 2 b and 4. Rather, as seen in FIG. 3, forced airmay be manifolded over the entire upper end of the valve serving thedual purposes of opening the valve by applying air pressure to thecollar 198, and providing air for the intake stroke.

When the pneumatically actuated valve assembly of the present inventionis used as an intake valve 100 on a two-stroke internal combustionengine 400 as seen in FIG. 3, each cylinder 401 head is fitted with oneor more intake valves 100 which open into the combustion chamber 402 ofthe engine 400. As stated above, the present invention depicted in FIG.3 is not configured with a housing cap. Compressed air is manifoldedover the entire upper end 199 of the valve 100. During ventilation(combination intake and exhaust stroke), exhaust is vented throughexhaust ports 403. Simultaneously, compressed air from the airdistribution and timing mechanism 300 is forced over the upper end 199of the valve 100, pushing down on the valve collar 198 to open the valveand allowing air to enter the working chamber 402 for combustion andincidental cooling. During the compression stage, the air distributionmechanism 300 forces air into hollow air feed channel 207 causing theintake valve 100 to close. The valve 100 then remains closed through thecombustion stage.

FIG. 4 is an exemplary illustration of the cylinder 501 head of a fourstroke internal combustion engine 500 incorporatingpneumatically-actuated for opening and closing intake 100 b and exhaust100 a valves. The valve housings 200 a and 200 b are configured withvalve caps 218 a and 218 b, respectively. The valve caps 218 a and b areconfigured with hollow air feed channels 209 a and b, respectively.During the intake stroke, the air distribution mechanism 300 forces airinto air feed channel 209 b causing the intake valve 100 b to openallowing air to flow into the combustion chamber 502 of the engine 500from the intake manifold 503 for combustion and incidental cooling. Oncecompression begins, the air distribution mechanism 300 forces air intoair feed channel 207 b causing the intake valve 100 b to close.Following the compression and combustion strokes, the air distributionmechanism 300 forces air into air feed channel 209 a causing the exhaustvalve 100 a to open allowing the exhaust fumes to flow into the exhaustmanifold 504. When the intake stroke begins, air distribution mechanism300 forces air into air feed channel 207 a, closing the exhaust valve100 a.

Air Distribution and Timing Mechanism 300

FIGS. 5-8 are schematic diagrams of four similar embodiments of theforced air distribution and timing mechanisms 300 for the presentinvention using an electro-mechanical valve assembly.

Referring to FIG. 5, clean air 1 is fed into a high volume turbocharger2. The compressed air from the high volume turbocharger 2 is passedthrough another smaller low volume high pressure compressor 3. As air iscompressed the temperature rises and the air expands, which is counterproductive. Thus, after passing through the compressor 3, the compressedair is passed through an intercooler 4 to cool. Once cooled, thecompressed air 1 flows through a one-way valve 5 to prevent losses dueto back pressure. At this point a programmable electronic control module10 manages the distribution and timing of the flow of forced air 1 as afunction of engine speed and load. Most modern automobiles alreadyemploy Electronic Control Units (ECU) or Modules (ECM) to monitor sensorinputs and calculate the necessary output signals to the engine controlsystems, and these existing ECUs or ECMs can be additionally tasked withmanaging the distribution and timing of the flow of forced air 1. Theair 1 is forwarded to the air distribution center 9. However, if theprogrammable control module 10 receives an indication that the pressurein the system has reached a pre-determined level, then the compressedair is passed to receiver valve 6 and onto receiver 7 (i.e. a compressedair storage tank). Compressed air held within the receiver is stored forlater use, i.e. starting the engine. For safety reasons, the receiver 7preferably also includes a standard pressure relief valve 8. The airdistribution center 9 is manifolded to the valve housing such that itmay distribute compressed air 1 to the area above 204 or below 203 thevalve collar 198 via hollow air feed channels (i.e. 207 and 209) toactuate the opening and closing of the valve 100 in valve housing 200.Those skilled in the art will recognize that electromagnetic airdistribution center 9 is an electromagnetic valve assembly and it isstandard piece of equipment for pneumatically actuated systems.

FIGS. 6-8 illustrate embodiments of the present invention in whichcompressed air 1 is used only to close valve 100. Therefore, valvehousing 200 is not configured with a housing cap. However, each of theembodiments are further configured with a means to create a vacuum inarea 203, thereby pulling the valve 100 downward and open.

FIG. 6 illustrates an air distribution and timing mechanism 300 similarto that of FIG. 1, but also including an optional vacuum pump 15. Asopposed to using compressed air in the area 204 above the collar (SeeFIGS. 2 a-b) to force the valve 100 down and open, this system uses avaccum. Specifically, vacuum pump 15, controlled by control module 10,creates a vacuum in hollow channel 207 and the area 203 under the valvecollar 198. This vacuum pulls the valve 100 downward and open. A varietyof commercially-available rotary vane or piston pumps are suitable forthis purpose. Thus, pressure or a vacuum in area 203 determines whetherthe valve is closed or open, respectively.

Similarly, FIG. 7 illustrates an air distribution and timing mechanism300 which also uses a slight vacuum to pull valve 100 down and open.Specifically, FIG. 7 illustrates a mechanism 300 in which theprogrammable control module 10 controls not only the air distributioncenter 9 and the receiver valve 6, but also an electronic valve 16. Thiselectronic control valve 16 opens releasing pressure from area 203. Inaddition, it allows the slight vacuum created by the turbocharger 2 tocreate a vacuum in hollow channel 207 and area 203, thereby pulling thevalve 100 down and open.

FIG. 8 illustrates an air distribution and timing mechanism 300similarly controlled by electronic control module 10 which manages theair distribution center 9, the receiver valve 6, and an intercoolerbypass valve 17. In this embodiment intercooler bypass valve 17 alsobypasses the one-way valve 5. When the bypass valve 17 is opened airpressure in the system and particularly, in area 203, is lost due toback flow. This back flow creates a slight vacuum which in combinationwith the slight vacuum created by the turbocharger 2 creates a vacuum inhollow channel 207 and area 203 and pulls the valve 100 down and open.

Exhaust valves typically require substantially more vacuum to open thanintake valves. Therefore, the embodiments of the air distribution andtiming mechanisms 300 illustrated in FIGS. 7 and 8 would be minimallyeffective for use on an exhaust valve because a conventionalturbocharger would not produce sufficient vacuum to open an exhaustvalve in a timely manner.

Referring back to FIG. 3, another embodiment of a forced-airdistribution and timing mechanism 300 is shown that includes one or morecompressed air sources 2 and an air input manifold 301. Air 1 from thecompressor 2 flows through the air input manifold 301. The air inputmanifold 301 further includes a first connection 360 and a secondconnection 370 with the valve housing 200 to direct and regulate themovement of compressed air towards the valve actuation areas above 204or below 203 the collar 198. Specifically, air 1 is directed towards theentire upper end 199 of the valve 100 to open the valve 100 and tohollow feed channel 207 to close the valve 100, from connections 370 and360 respectively. Additionally, internally mounted on an axle 380 in theair input manifold 301 is a rotational disk assembly 302 as a means todirect air flow through the first 360 and second 370 connections. Thedisk assembly 302 includes one or more perforated or partially formeddisks 305 fixedly mounted on the axle 380 such that rotation of axle 380aligns the perforations or partially formed areas (i.e. 354 and 364) ofthe disks 305 with the respective manifold connections (370 and 360)allowing air to flow into the corresponding actuation areas above 204and below 203 the valve collar 198. The disk assembly 302 is timed torotate as a function of engine speed and load in order to ensure thatproper valve reciprocation timing.

FIG. 9 is an exploded illustration of another embodiment of a rotationaldisk assembly 302 a that serves as a forced-air distribution and timingmechanism. The rotational disk assembly 302 a is comprised of a hollowcylinder 310 with two flat ends (304 and 303). Each flat end 304 and 303has a plurality of apertures 344 and 324, respectively. Low frictionbearings (not shown) are located in the center of each flat end (303 and304). Inside the assembly 302 a is an axle (not shown) that is rotatablysupported by the bearings. Two partially formed disks 320 (i.e. ¾ pie)and 330 (i.e. ¼ pie) or perforated disks are fixedly attached to theaxle and each mounted approximate to ends 304 and 303, respectively. Theapertures 344 and 324 align to direct air flow towards a correspondingactuation area, (i.e. over upper end 199 or into hollow air feed channel209 and into hollow air feed channel 207). Upon rotation of the axleabout the bearings, the disks (330 and 320) are rotated and when theperforations are aligned with apertures 344 or 324 at regular intervals,air is allowed to pass there through.

The above-described embodiments of the present invention, inclusive ofthe pneumatically actuated valve itself, plus forced air distributionand timing mechanisms for controlling the valve, solve the problems andeliminate the disadvantages associated with conventional valves andcamshafts on two- and four-stroke internal combustion engines. Theyprovide an assembly that is simple and straightforward, fabricated ofstrong, durable, resilient materials appropriate to the nature of theirusage, and may be economically manufactured and sold. Additionally,implementation of the present invention will increase fuel economy whilereducing the emissions of pollutants associated with the operation ofconventional two and four stroke internal combustion engines.

Having now fully set forth the preferred embodiment and certainmodifications of the concept underlying the present invention, variousother embodiments as well as certain variations and modifications of theembodiments herein shown and described will obviously occur to thoseskilled in the art upon becoming familiar with said underlying concept.It is to be understood, therefore, that the invention may be practicedotherwise than as specifically set forth in the appended claims.

INDUSTRIAL APPLICABILITY

Engine valves have traditionally been actuated by a cam affixed to a camshaft. These cam shafts are costly and inefficient. There would besignificant commercial value in a wholly pneumatically actuated valvesystem (by means of supplied compressed air or other pressurized gas).The system would include a pneumatically actuated valve with a valvehousing, a forced air distribution and timing mechanism for controllingthe valve, and one or multiple air sources to more efficiently regulatethe timing of the valve open/close (reciprocation) cycle relative to theengine speed. Such a wholly pneumatically-actuated valve system could beused either as an air intake valve or exhaust valve or both on either atwo or four stroke internal combustion engine to increase efficiency andconserve manufacturing cost.

1. A pneumatically actuated valve assembly for an internal combustionengine, comprising: a pneumatic valve comprised of a hollow cylindricalbody having an open upper end, a lower end closed and circumscribed byan annular valve seat, a plurality of radially-spaced ports adjacentsaid lower end and in fluid communication with the open upper end, andan annular collar above said plurality of ports; a valve housing formedin a cylinder wall of said internal combustion engine, said housingcomprising a larger diameter upper section for slidably receiving saidvalve collar, and a smaller diameter lower section for slidablyreceiving the cylindrical body of said pneumatic valve and for engagingsaid valve collar to limit further sliding of said valve, said lowersection opening to a combustion chamber of the engine; whereby when saidpneumatic valve is in a downward position said valve collar abuts saidsmaller diameter lower section and said ports remain open to thecombustion chamber of the engine to allow gas flow, and when saidpneumatic valve is in an upward position said ports are closed toprevent air flow to the combustion chamber of the engine.
 2. The valveassembly of claim 1, wherein said valve is approximately equal in lengthto the thickness of the engine cylinder wall.
 3. The valve assembly ofclaim 2, wherein said valve housing comprises a first air feed channelconnecting a compressed air source to the lower section for forcing thevalve to slide to said upward position.
 4. The valve assembly of claim3, wherein said valve seat mates with said valve housing when the valveis in said upward position to prevent air and other gases from flowingthrough the valve.
 5. The valve assembly of claim 4, wherein directingcompressed air over the upper end of said pneumatic valve forces thevalve to slide downwards in the valve housing and allow the flow of airand other gases through the valve into the combustion chamber of theengine.
 6. The valve assembly of claim 4, wherein said valve housing iscapped by a housing cap that covers the exposed valve collar but not theopen upper end of the valve body.
 7. The valve assembly of claim 6,wherein said cap is defined by a second air feed channel connecting acompressed gas source to said upper valve housing section.
 8. The valveassembly of claim 1, wherein pneumatically actuating the valve assemblyto slide the valve into the open downward position and/or closed upwardposition is controlled by a compressed air distribution and timingmechanism.
 9. The valve assembly of claim 8, whereby said distributionand timing mechanism includes an air or other gas source selectivelymanifolded to the upper and lower sections of said valve housing. 10.The valve assembly of claim 9, whereby said distribution and timingmechanism includes a programmable electronic control module.
 11. Thevalve assembly of claim 9, wherein said distribution and timingmechanism further comprises a turbocharger, compressor, and intercooler.12. The valve assembly of claim 10, wherein said distribution and timingmechanism comprises means for creating a vacuum in the lower valvehousing section to pull the valve to its downward open position.
 13. Thevalve assembly of claim 12, wherein said vacuum means comprises a vacuumpump connected to and controlled by said programmable control module.14. The valve assembly of claim 11, wherein said vacuum means comprisesan electronic valve, connected to and controlled by the programmablecontrol module, which when open utilizes the vacuum necessarily createdby said turbocharger to create a vacuum in the area below the valvecollar
 15. The valve assembly of claim 11, wherein said vacuum means iscomprised of an intercooler bypass valve, which also bypasses saidon-way valves, such that when the intercooler bypass valve is openback-pressure is created; said back-pressure in combination with theslight vacuum necessarily created by the turbocharger creates a vacuumin the area below the valve collar.
 16. The valve assembly of claim 8,wherein said distribution and timing mechanism is comprised of one ormore compressed air sources connected to an air input manifold, said airinput manifold comprising first and second connections to the valveassembly to direct compressed air flow into the area above the valvecollar and to direct compressed air flow into the area below the valvecollar, respectively, in order to actuate valve reciprocation; said airinput manifold further includes a rotational disk assembly rotatablymounted on an axle within said manifold; said rotational disk assemblycomprised of one or more perforated or partially formed disks fixedlymounted on said axle such that rotation of the disks about the axlealigns the perforations or partially formed areas of said disks with therespective manifold connections allowing air to flow into thecorresponding areas above and below the valve collar.